Railway car



May s, 1928. 1,668,765

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T. ELLIOTT RAILWAY CAR 8 SheetS -Sheet 2 Filed NOV. 5. 1925 .l I law 61 Ho: we 1 Ma s, 1926. 1,668,765

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T. ELLIOTT RAILWAY CAR Filed Nov. 5. 1925 8 Sheets-Sheet 6 MAM ATTOK/YEYJ 8 Sheets-Sheet 7 May 8, 1928.

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8 Sheets-Sheet 8 T. ELLIOTT RAILWAY CAR Filed Nov. 5, 1925 May 8, 1928.

STATIONARY ATTORNEYS Patented Ma 8, 192s.

UNITED STATES THOMAS ELLIOTT, OF CINCINNATI, OHIO, ASSIGNOR TO THE CINCINNATI CAB COH- PATENT OFFICE.

PANY, OI WIN'ION PLACE, OHIO, A CORPORATION OI OHIO.

RAILWAY CAB.

Application filed November 3, 1925. Serial Io. 88,688.

This invention relates gto improvements in the method and structural means of building ribs, which extended from the side sill to the belt rail, and of up er sections which extended from the belt rail to the roofstruc;

ture.

The nature of such a manner of fabricating these cars required that the floor structure be first formed by assembling the various pieces. that then these side posts be erected, that then the superstructure or roof be built upon the post structure, and finally that the side plates be applied to the framing made up of the side posts. That was and is an expensive manner of fabrication because of the necessity of making and handling so many separate pieces, and of fitting each piece in its particular place, as well as because of the necessity to build-in between and about the posts all of the parts to constitute the window frames for the sash frames, etc.

The present invention has for its primary object to do away with that manner and fashion of fabricating a car body, and of providing a new and difl'erent method of fabrication predicated upon a new struc-"' tural element comprising a frame-like unit having upright end members and upper and lower horizontal memberspreferably a.

rectangular, one-piece frame which I denominate astructural frame because while it is a frame, it enters also into the construction of the sides of the car.

When these structural frames are ag regat'ed or assembled and mounted on the elt rail, they will form the framing for that part of the car body which lies between the side structure below the windows and the roof structure above them. The will take the place of the old individual si e posts be tween the belt rail and the roof structure. They can be made as separate units and assembled on the belt rail in a finished state, and can thus be produced in quantities of given dimensions-cheaply and rapidly.

Again, under this method of constructin or fabr1cat1ng a car body, the three enera unlts composed of the floor and si e wall structure up to the belt rail, the roof structure, and the intermediate side walls made of these structural frames, can all be fabricated concurrently, instead of unit by unit, the lower unit first and then the intermediate unit and then the roof unit, with their overlapping built-in relation of adjoining parts between each two units, all as heretofore, which has been expensive in the items of labor and time. And a ain, these structural frames constitute also, if desired, the window frames for the mounting of the glass window sashes or panes; although, of course, the provision in the structural frames for receivin the sashes or panes may be regarded as an incident, although a very valued one, of the structural frames, for which reason the mounting for the sashes or panes may be made separate from the structural frames themselves. But it is referred to make provision for mounting t ese sashes or panes in and as a part of the structural frames because of. the advantage of simplicity and durability.

It will now therefore be understood that my invention consists of a new method of fabricating car bodies and a new structural unit upon which said method is predicated.

The method branch of the invention consists, essentially, in fabricating the lower unit of the car structure consisting of the A delivering the roof unit to and upon the side or frame unit; and in suitably interconnecting the' adjoinin units.

The structural branc of my invention. consists of these frame units-per se and of the body of the car having its sides between the belt rail and the roof constructed of these structural frame units assembled.

Finally, I wish to be understood as stating that I believe myself to be the first to invent structural frames as above set forth and to contribute to the art of fabricating car bodies this improved method under which the three major units can be separate- 1y constructed and then readily and quickly assembled.

Inthe accompanying drawings forming a part of this specification:

Figure 1 is a perspective view showing a car fabricated to the extent of the lower unit and the upper or roof unit and ready for installation of the intermediate or structural frame unit; 7

Figure 2 is a side elevation of a car body after the three units have been inter-assembled and united;

Figure 3 is a side elevation of a part of the body showing portions of the lower unit and several of the structural frames positioned thereon;

Figure 4 is an enlarged transverse vertical sectional view on the line 4-4 of Figure 2, showing the lower unit, the intermediate or frame unit and the upper or roof unit assembled;

Figure 5 is'a like vertical sectional view showing the side sill, lower rib and the side plate from the belt rail to the side sill;

Figure 6 is a similar, sectional view, en vlarged, of the belt rail and adjoining portions of the side plate and rib;

Figure 7 is another similar view showing, enlarged, the side sill and lower adjacent portions of the rib and side plate;

Figure 8 is a plan view of the structural frame showing the upper beam thereof;

Figure 9 is a side elevation of the structural frame looking at the inner side thereof;

Figure 10 is an inverted plan view showing the lower beam of the frame;

Figure 11 is a partial plan and horizontal sectional view of the structural frame, showing the upper or ribbed face of the lower beam and the end beams in section;

Figure 12 is a transverse sectional view of the upper beam of the structural frame;

Figure 13 is a like view of the lower beam of that frame;

Figure 14 is a similar view to Figure 13 but at a position to show one of the drain channels to carry off any moisture that may get between the beams;

Figure .15 is an enlarged vertical sectional view of a part of the roof unit, the upper beam of the structural frame and the glass sashes or panes mounted therein;

Figure 16 is a like view showing the lower portions of the sashes, the lower beam of the structural frame, and the upper part of the side wall of the lowerunit of the body;

tiona v taken on the ine 17--17 of Figure 2 and showing the vertical beams of two adjacent structural frames with the sash and its mountings adjacent to each of these frame members; I

Figure 18 is a horizontal sectional view on the line 18-18 of Figure 2 illustrating a complete window comprised of the opening within the structural frame, and showing the upright beams of the frame in cross section as also the upright members of twoadjacent frames, together with the glass sashes in the window opening;

Figure 19 is a horizontal sectional view of one of the structural frames showing the window panes mounted therein with all the panes slidable;

Figure 20 is a like view showing the center pane slidable and positioned inward of the side panes, the latter being stationary;

Figure 21 is another like view showing Figure 17 is an enlar ed horizontal secviei the center pane slidable but positioned outside of the side panes which are stationary;

Figure 22 is a like view showing one pane made stationary;

Figure 23 is a like view'showing two panes both slidable;

Figure 24 is a like view to Figure 19 except that the center ane is stationary in Figure 24 and the si e panes are slidable;

Figure 25 is a like view toFigure 24 except that all of the panes are mounted in sashes, the middle ane being slidable and the side panes stationary, Figure 25 being the preferred form;

Figure 26 is a detail cross sectional view of one bar of a sash frame, such as illustrated in Figure 15, and showing the manner of connecting the halves of the bar together;

Figure 27 is a cross sectional view in detail of one of the sash bars such as illus trated in Figure 16, showing the thumb piece by which the sash is operated;

Figure 28 is a detail view of one of the clamping channels for the edge of a glass pane;

Figure 29 1s a detail view illustratin springclosure plates to make water proo the joint between the stationary and slidable panes;

Figure 30 is an enlarged detail view in side elevation of one of the knees which connect the structural frames with the carlin of the roof structure;

Figure 31 is a view of the same knee look- I ing toward the inner side thereof.

or convenience of description and readiness of making this invention fully understood I shall first describe that branch of the invention which lies in the new car structure itself as distinguished from the method type of design may dictate. In the present instance this unit is built up, as best seen in Figures 1, 2, 4 and 7 of side sills 1, and ribs 2 secured by brackets 3, or otherwise, to the sills with or without the flooring 4- intervening. These ribs extend to the belt rail indicated at 5 which is preferably in the nature of a strip of steel adapted to extend across the upper ends of the rails and bent down at .its edges to form appropriate flanges. Thisbelt rail runs longitudinally of the car throughout practically its entire length, barring door-ways. The upper ends of the ribs are secured thereto by rivets or bolts as is conventional and as indicated in Figure 6. Side plates indicated at 6, preferably of steel, are secured to the side sills and the ribs 2 andusually at their upper edges occupy a position between the ribs and the outer flange of the belt rail 5. These plates. are also secured by rivets or bolts, which is conventional and is indicated in Figure 6. Suitable cross members are employed be tween the side sills as indicated at 7 in Figure 1. Usually, also, center or intermediate sills are built in between the side sills, but these are not shown becausenot a necessary part of this invention.

The lower unit also comprises platforms indicated at 8 where a portion of the floor plate is shown. Vestibule corner posts indicated at 9 are also built into the structure by connection with the platform base and a door header in the nature of a channel iron constituting a track for asliding door as indicated at 10. Pier plates indicated at 11 are secured to the belt rail and to the header channel. Back of each pier plate there is a continuous channel carlin or transverse stiffener in the nature of an arch indicated at 12, whose legs 13 rise from the side sills,

with the arch portion adapted to receive and maintain the roof structure so far as concerns the outer portions of it.

These are the general features andare all I deem it necessary to describe in detailstructural frames to be presently described.

A letter-board 18 extends from the roof line down past the knees 17 and suitably ovelaps the upper member of said frames, all of which are fully shown particularly in Figures 2 and 4c.

It will now be understood that while these upper and lower units of the body were being fabricated and made ready for being assembled with each other through the intermediary of vthe structural frames, these frames themselves were being constructed, or were made ready for use by an existing supply on hand. These frames in their preferred form consist of a casting of iron or steel, or of brass, aluminum or any suitable alloy. Each frame, generally indicated at 19, comprises four members, a. lower beam or member 20, an upper beam or member 21, and two uprights or members 22, as definitely shown in Figures 3 and 9. They are adapted to be placed upon the belt rail in series one after another so as to constitute collectively an entire unit of thecar body as clearly illustrated in Figures 2 and 3. They are secured to the belt rail by bolts and nuts 23, as shown in Figure 16, or otherwise, and have as a part of their lower member 20 a projecting or overlapping moulding 20 which'fits over the outer corner of the belt rail 5 to give an appropriate finish to the structure. Then the upper beam or member 21 of the frames have secured to them the knees 17 as by bolts and nuts 24 as shown in Figure 15. The. frames are also secured to one another as shown in Figures 17 and 19 to 25, inclusive, where it will be seen that their upright members 22 come together and are bolted strongly to each other by nutsand bolts 25 with intervening strips of wood or lagging 26 to facilitate the clamping action of the bolts and nuts and to prevent any possible rattling. See Figure 17.

It will now be understood that these structural frames havebeen assembled on and secured to the lower unit of the car body, together with the knees 17 which are preferably first secured to the frames before the roof unit is .let down into place; but the knees may be first secured to the roof unit and let down with it until they come upon the structural frames after which they are secured to the latter. But passing this detail, it will now be observed, particularly from Figures 1 and 3, that the lower unit is ready, the roof unit is ready and the inter- ]mediate or middle unit composed of the structural frames is also ready for the act of' assembling the units together. In practice, I employ a suitable traveling crane to lift and position the roof unit and to let it down until .it rests upon and is ready for connection with the structural frames through the intermediary of the knees 17; it also be ng secured to the carlin channels 12 in the process of interconnecting the several units."

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The result of this assembling is shown in Figure 2 where the three units are illustrated in their final positions and the completed whole is presented.

Thus it will be seen that my method of producing a car body consists in fabricating the lower or floor unit; in fabricating the upper or roof unit; in fabricating the intermediate or structural frame unit; in assembling the several frames already of proper size and completion in respect to their structural details, upon the lower unit; and then positioning the roof unit for purposes of being placed upon the frame unit; and in the several acts of building, riveting or otherduction of them in advance so that they are in stock and ready for use; and then the step of final assembling of the units, whereby the car is produced of units concurrently fabricated, or in the case of the structural frames,

- with the components of one unit already in stock awaiting the production of the lower and upper units and the step of assembling.

Such is my method, a method I believe to be. entirely new and which in the practical production of car bodies in the works of The Cincinnati Car Company, my assignee, has been found to be most advantageous in economy of manufacture and in resulting strength and durability in the bodies, all at lower cost to the railway company purchasers and incidental benefit to the public.

Referring now to the structural peculiarities of the frames and which peculiarities may vary and are not of the essence of the structural frames themselves, attention is called particularly to Figures 8 to 16 and to Figures 19 to 25 and incidentally to Figures 26 to 29. It will be seen that the frames are cast with their members, horizontal and upright, hollowed out on their inner face to lighten them and thus reduce cost as well as weight. The upper member or beam 21 is formed on its under-side with a series of grooves 27 whose purpose is to form ways or guides for the window panes 28 and their frames or sashes 29, so that the sashes may readily slide for purposes of opening and closing the windows. See Figure 15. And from Figure 16 it will be noted that the lower beam or member 20 of the frames on its upper side is likewise provided with grooves 30 to constitute guides for the lower members of the sashes so that the also may readily slide for opening and c osing purposes. At intervals I form drain passages 31, as seen in Figure 14, to carry off any moisture resulting from condensation or any drippings from rain or snow.

In these Figures 15 and 16 it will be seen that there are three glass panes which is due to-the fact that a storm sash 30 is shown comprising a pane of glass and its sash frame. This storm sash, when used is suitably fitted to the beams of the structural frame as indicated in Figures 15, 16, 17 and 18. In some climates and under certain weather conditions this storm sash will be desirable, but otherwise it will not be used.

Referring to the detail construction of the sashes, attention is called to Figures 26 to 28. In Figure 26 the sash bars 29 are shown united by a screw 30', of which any suitable number may be used. The bar is recessed as at 31*, to receive the glass together with a lining 32 shown in Figure 15, say of felt or rubber to enable the glass to be clamped to prevent rattling and leakage and yet without breaking it.' The sash frames are grooved to fit over the ribs that intervene between the grooves 27 in the structural frames. The lower bar of each sash is provided, in addition to the above features, with a thumb piece or handle 33 to enable the conductor or passengers to position the panes of glass as they may desire for ventilation.

So far I have referred to the construction of the upper and lower members of the structural frames with respect to the grooves and beads, and have referred only also to the top and bottom strips of the sashes which interfit with such grooves and beads. Referring to Figures 17 and 28 it will be seen that the upright members of the frames, on their inner sides, are provided with wood strips 34 in which are embedded a metal clamp composed of a box-like body 35 and resilient wings 36. The wings receive between them the upright edges of the glass anes 28. When the panes are slid back and orth they will readily slide out of and back into the space between the wings, and the wings being resilient make a close contact with the glass to prevent leakage or the entrance of air. A packing 37 within the box portion aids in making the joint tight.

Where the glass panes come together or overlap and are used without sash frames, as suggested in Figures 19 to 24 inclusive, it is necessary to provide a weather joint between the sliding and non-sliding panes. This joint is shown in Figure 29 and comprises a resilient strip 38 bent upon itself at 39 and secured to a stationary pane, and of the resilient strip 40 bent at 41 to fit over the bend 39 in the other strip and secured to a sliding pane. When the two panes are in normal or closed position and stand slightly overlapped these strips interlock and make a tight joint. When the sliding pane is moved along across the stationary pane the strip 40. will spring down as it moves out of engagement with the strip 38, and contact with the stationary pane. When the sliding pane is brought'back to the position shown in Figure 29 the strip 40 will re-engage with the strip 38. This is a convenient mode of making a weather joint between the sliding and stationary panes.

It will be seen from Figure 15 that a lining or finishing wall 42 is positioned to cover over the upper members of the structural frames and the knees. This wall also forms the ceilingas well. Then from the belt rail to the floorthe side of the car is formed with a lining 43 to enclose the ribs 2. And to also enclose the open inner side of the lower beam of the structural frames a covering 44 is provided as seen in Figure 16. Finishing strips 45 are also positioned along the inner faces of the upright members of the structural frames to afford a proper-appearance. But these details do not enter into this invention; they are mere'mcidents in construction.

It will now also be seen that, aside from the method branch of this invention, 1 have produced a structural element consisting of these frames which individually form means for mounting the window sashes or panes and form also a series of rigid structures which support the roof unit through the upright and upper horizontal members of the frames and which in their aggregate form, when assembled, the intermediate unit or 2 zone of the sides of the car. Thus the sides are constructed of these structural frames each a unit in itself and when aggregated together forming a unit or complete divi sion or portion of the car sides.

I regard myself as the first to invent structural frames having these capacities and performing these functions.

Referring to Figures 19 to 25, inclusive, it will be seen from Figure 19 that the s de panes a and the middle panes bare all slidable so that the openings can be regulated to suit the user; that from Figure 20 the side panes c are stationary and the middle panes d alone are slidable and located on the inner side of the outer panes; from Figure 21 that the same arrangement is preserved except that the middle panes d are located on the outer side of the stationary panes; from Figure 22 that the entire window pane e is stationary, the ventilation in such case being otherwise had; from Figure 23 that there are but two panes f and g, both of which are slidable and which overlap; from Fig-.

ure 24 that the outer panes h are slidable and the central pane z is stationary; and

that from Figure 25 the same arrangement is preserved but that the panes are mounted in sashes j which overlap as shown.

Any of these arrangements or forms may be used and are within my invention.

In Figure 18 the same arrangement of panes and sashes is shown except that the middle or stationary pane i is outside of the slidable end panes h.

In Figure 17 a push button 46 is shown adapted to make contact with plates 47 which form a part of an electric circuit for ringing the stop bell of the car to notify the motorman when a passenger desires to leave.

It will be understood that I desire to comprehend within my invention such modifications as may be necessary to adapt it to varying conditions and uses.

Having thus fully described my invention, what I claim as new and desire to secure by Letters Patent, is:

1. The herein described method of producing car bodies consisting in fabricating the floor and lower walls unit; in fabricating the roof unit; in fabricating structural frames constitutin the intermediate unit; in assembling said frames and securingthem to one of the units; in then bringing. the frames and the other unit together and in tar-securing them.

2. The herein described method of producing car bodies consisting in fabricating one unit comprising a floor and lower walls structure of metal beams, ribs and plates; in fabricating a roof unit of carlins,a sheeting and arches; in fabricating an intermediate unit composed of structural frames; in assembling such frames on the lower unit and securing them thereto and to each other; in placing the roof unit on the frames and securing them together through connections.

3. The herein described method of producing a car body consisting in fabricating. a floor and lower walls unit; in fabricating a middle unit comprising individual structural frames; in assembling such frames on the lower unit and securing them thereto; in fabricating a roofunit; in elevatin the roof unit above the other units; in letting the roof unit down upon the frames of the middle unit; and in securing the roof unit thereto.

4. In a car structure, the combination with a floor and lower side walls constituting one unit, and a roof constituting another unit of a plurality of structural frames located between and secured to the side walls and the roof and constituting an intermediate unit comprising supports for the roof and divisions forming windows.

5. In a car structure, the combination with a floor and side walls having a belt rail thereon constituting one unit, and a roof com rising carlins and sheeting forming" anot er unit, of an intermediate unit composed of structural frames each consisting of upper and lower and upright members secured upon the belt rail and to the roof unit, whereby the roof unit is supported and divisions or window openings are formed.

6. In a car structure, the combination with a lower unit consisting of a floor and lower side walls, the latter comprising ribs, side plates and the belt-rail, and a roof unit comprising carlins, sheeting, and arches adapted to extend from the roof unit to the side sills, of an intermediate unit composed of separate four-sided frames secured to each other and to the belt rail and the roof carlins.

7. In a car structure, a car side beneath the roof of the car, the said structure being 20 comprised of a plurality of unitary structural frames, the said frames forming su porting and uniting elements between t e roof and side plates of the car, each frame comprising also an opening constituting a window, and window panes mounted in each frame, in part slidable and in part stations ary,the stationary panes overlapping when in open position.

In testimony whereof I aflix my signature.

THOMAS ELLIOTT. 

